Railway signaling



Patented Aug. 5, 1924,

.srss

PATENT orrlcs.

IRA K. JOHNSON, 0F CALDWELL, JERSEY, ASSIGNOB, TO THE UNION SWITCH &

SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A. CORPORATION OF PENN- SYLVANIA.

RAiLwAY SIGNALING;

To all whom it may concern:

Beit known that I, IRA K. JOHNSON, a citizen of the United States, residing at Caldwell, in the county of Essex and State of New Jersey, have invented certain new and useful Improvements in 'RailwaySi naling, of which thefollowing is a speci cation. I

My invention relates to railway signaling,

and particularly to signaling of the type wherein roadside signals are controlled by track circuits each comprising a source of current and a track relay. The invention is especially well adapted for, though not limited to, systems of this type wherein the track relays are polarized, and means are provided for reversing the polarity of the current supplied to the track rails by'such sources.

Broadly stated, my invention consists in the provision of an auxiliary source of current which is normally disconnected-from the track circuit, and means for connecting such auxiliary source with the track circuit at such times as additional voltage on the track circuit may be desirable, such, for example as when the polarity of the track circuit current is being reversed in the instance of the polarized system referred to above.

I will describe one form of railway signaling system embodying my inventionand will then point out the novel features thereof in claims.

The accompanying drawing isa diagram-- system embodying my invention.

Referring to the drawing, the reference characters 1 and 1 designate the track rails of a railway along which traflic normally moves in the direction indicated by the arrow. These rails are divided by in-' sulated joints 2 to form a plurality of block sections, of which only two sections A-B and B'C are shown-in the drawing. Y

Located adjacent the entrance end of each section is a railway signalfwhich is designated by the reference, character S, with an exponent corresponding to the location. Each signal, as here shown, is of the semaphore type, comprising two arms, 3 and he orm r b i g nown t e home arm,

and the latter as the distant arm. As is track circuit comprising a mam source of current connected across the rails at the exit end of the section anda track relay connected across the rails at the entrance end. The 'main source of current for each track circuit is designated by the reference character D with an exponent corresponding to the location, and as here shown this source of current comprises two cells of battery connected in multiple. 'Interposed between the track battery D and the track rails is a pole-changer designated by the reference character P with an exponent corresponding to the location, which pole-changer is operated by the arm 3 of the signal. for the section next inadvance. Each track relayv is designated by the reference character T with a-suitable exponent, and as'here shown is of the polarized type, comprising neutral armature contacts 6 and 10, and a: polarized armature contact 13, the latter contact being 'closed only when the relay is energized by what I will term current of normal polarity. Each signal S is controlled by the track relay T for the corresponding section, and for this purpose each signal is provided with a caution circuit and a proceed circuit. Considering signal S for example, the caution circuit is from battery F through wire 1 5, neutral contact 6 of track relay T wires 7 and 8, operating mechanism for home arm [3 of signal S, wire 9, neutral contact 10 and wire 11 to battery FF. This circuit is, ofcourse, closed when track relay T is ener- 'gized in either direction. The proceed circuit for signal S is from battery through wire 5, contact 6, wires? and 12, polar contact 13,- r j' Operating mechanism for distant arm 4, wire 9, contact 10 and wire 11 to battery F This circuit is, of course, closed only when relay T is energized by current of normal polarity.

The apparatus thus farreferredto is Well known in the art, and its operation will be understood without detailed explanation. As shown in the drawing, the. section immediately to the left oflocation A is occupied by a car or train, represented by a pair of wheels and an axle V, so that track relay T is open and signal S indicates stop. Polechanger P is, consequently, in snchrposition that current of reverse polarity is supplied to.track'relayxTB"so. thatsi-gnahSB indicates caution. The home arid?) :ot signalZS being in the inclined Ipositi'on, pole-changer "P is "in "suchiiposition that currentiiof :normal :po-

larity supplied. to .;traek relay .;T so that. signal 8 indicates :proceed. When; the car rtrain lV-apassesiout of tlIQZSBC'QlOIL tOLEhG leftqofipoint A,";tracki"relay T willbecome energized iin reverseldirection, so. that home arm 2340f signalS willimove to the unchned position, thereby shifting pole-changer P Current of inormal :polarity will then ibe supplied 'to track relay T so that signal S will indicate proceed.

In systems of the character. thus far idescribed, :it is well understood that when a pole-changer is reversed, due to :the.:;m.ovement of a'signal from stopto caution position, the neutral contacts of the track relay controlled by such pole-changer"will open momentarily, thereby momentari ly opening the caution indication circuit for the signal controlled by such relay. lvhen signals of certaintypes are used, this momentary openingof the cautionnindication circuit will permit the home arm 3 of the signal to more tothe horizontal position, this action being commonly -known as the tripping of the signal. To avoid such tripping it has been customary to provide slow-acting means to prevent the release of the signal during the momentary opening oftthe caution indication circuit f'l his; has been accomplished by the provision of a Slow-acting relay interposed between the track relay and the-signal. andit has also been-accomplished by the use of'a slow=acting magnet to hold the signal 'in the caution'position.

One object of my invention is the provision of means for increasing {the voltage appliedto a trac'k-circuitat "the time that the pole-changer; in such track circuit-is reversed, thereby reducing to a minimum the interval "or time during which the neutral contacts ofthe track relay are'open, thereby means referred to abovefor atlea'st reducing accomplish this by 'means of an auxiliary battery at each signal location, which battery is designated by the reference character X with a suitable exponent. Each of these batteries is normally disconnected from the track circuit, but is included in the track cirouit in multiple with battery D while the pole-changer P is reversing. This is accomplished by means of a circuit controller E operated by the home arm 3 of the adjacent signal. Each circuit controller is open when the signal indicates proceed, caution and stop, but is closed just before polechanger l? operates, remains closed during 'theoperationiof the pole-changer, and is opened. after the operation of the polechanger is completed.

l have foundthat byv Virtue of this con rstructionl am :able to eliminate the-slowactingzimeans, :and that .the signal will not trip diming the reversal of the:prilechanger bei-ause ol' the extremely shiOItt interval of time during which vfthe arnelltlfal ronta-cts '6 and 10 of the track relay are open.

-Onemimp-ortant advantage of my invention is; ofJourse. the elimination ofithe .neces- 'sity wfor slow-acting iholding magnets .H-llll slow acting relays. Another important ad a-ntane lies in'the economy ;of battery consumption. The .main battery I) 'needlm ionly ofvsufiicient voltage to insure that track-relayT will close latter train passes ioutiof the section. :illhis .reduction of voltage :and consequent reduction of the current flowing (in the itrack rails adds materially to the safety factorof the track circuit that is,fthe:shunting eflect of. .trains,*liglit en- .1gines,;cabooses,.and 'of switch boxes is zmaxiunum. Fzui-ithermore, the reductioniof volt ageito theaminimu-m reduces :to the uninimnm the-possibility ofrthe flowiof current vfrom one section to the next through defective insul'ated joints. The energy delivered by the auxiliary batteries X is extremely small, owiingr to the; fact'ith at :thesebaztteriesxare in use only wliena liome signal :arm 3- is mow ingbetweenthe inclined and'zthe horizontal position, and so it follows that .the lifeI-of these batteries iis extremely long.

fli l't-hou gh I ihave herein shown and described only one form of railway signaling system embod'ying' my inygentionrit is under stoodjthat vz-i'rious changes and modificationsmay be made thorein within the scope {of the-fappended claims without departing dnomthe spirit and scope of my invention. 7 Having thus described my iinvention what I claim is: p p r 1. Air-ailway signaling system omprising i a plurality 'of successiye blocl; sections. track {circuits for ithe sections each including *main' source of current 'an'd a polarized relay, signals for the sections controlled by said relays. "and -means controlled by each si nal for revers'ingzthe polarity of the curf-re'nt supplied to the rails :of 'the section in the rear; characterized by the combination therewith of an auxiliary source of current for each block section normally disconnected from the rails of the section, and means controlled by each signal for connecting the auxiliary source of current for the section in the rear with the rails of thesection at the time that the polarity of the current supplied to such section is being reversed.

2. A railway signaling system comprising a plurality of successive block sections, a track circuit for each section including a main source of current and a polarized track relay, a signal for each section controlled by the relay for the section, and a polechanger for each track circuit interposed; between the source of current and the track rails and operated by the signal for the section next in advance; characterized by the combination therewith of an auxiliary source of current for each track circuit normally disconnected from the track circuit, and means controlled by each signal for connecting the auxiliary source of current for the section in the rear in multiple with the main source for such section at the time that the pole-changer for such section is operated.

3. A railway signaling system comprising a plurality of successive block sections, a track circuit for each section comprising a main source of current and a track relay operated by current from said source, signals for the sections controlled by said relays, an auxiliary source of current for each section for assisting said main source in the operation of said track. relay and normally disconnected from the track circuit for the section, and means for each section for at times including said auxiliary source of current in the track circuit forthe section.

4. A railway signaling system comprising a plurality of successive block sections, a track circuit for each section comprising a main source of current and'a track relay, signals "for the sections controlled by said relays, an auxiliary source of current for each section normally disconnected fromthe track circuit for the section, and. means controlled by the signal for eachsection for at times including the auxiliary source of current. in the trackcircuit forthe section in the rear. l

5. A railway signaling system comprisinga plurality of successive block sections, a track circuit for each section comprising a main source of current and a track relay operated by current from said source, sig nals for the sections controlled by said relays, an auxiliary source of current for each section for assisting said main source in the operation of said track relay and normally disconnected from the track circuit for the section, and means for each section for at times connecting said auxiliary source of current in multiple with the main source for such section,

6. In combination, a section of railway track, a main battery constantly connected across the rails of the section and an auxiliary battery normally disconnected from said rails, track relay connected with the rails of said section, and means for at times connecting said auxiliary battery across the rails'of' said section.

7. In combination, a section of railway track, a main battery constantly connected cross the rails of the section and an auxiliary battery normally disconnected from said rails a polarized track relay connected with therails of said section, a pole-changer interposed between said main battery and the track rails, means for connecting said auxiliary battery in multiple with said main battery just before said pole-changer is shifted and for opening such connection after the pole-changer has been shifted, and

a signal controlled by said relay.

' 8. In combination, a sect-ion of railway track, a main battery constantly connected across the rails of the section and an auxiliarybattery normally disconnected from said rails, a polarized track relay connected ,with the rails of said section, a pole-changer interposed betweensaid main battery and the track rails, means for connecting said auxiliary battery in multiple with said main battery when said pole-changer is operated, and a signal controlled by said relay.

9. In combination, a track circuit includ ing a source or current and a polarized relay, means for reversing the polarity of the current supplied to said track 'circuit by said source, means for increasing the voltchanger for each track circuit interposed be tween the source of current and the track rails and operated by the signal for the section next in advance, and means for each section I for increasing the voltage applied to the track rails thereof at the time of the reversal of the corresponding pole-changer. 11. In combination, a section of railway track, a main source of current constantly connected with the rails of said section, a pole changer interposed between said source and said rails, a track relay connected with V Vthe rails and responsive to reversals of said pole changer, an auxiliary source of current normally disconnect-ed from said rails, and

means for connecting said auxiliary source pole changer is shifted and for disconnecting the auxiliary source from the rails after the pole changer has been shifted.

12. In combination, a section of railway track a main source of current constantly connected with the rails of said section, a pole changer interposed between said source and said rails, a track relay connected with the rails and responsive to reversals of said pole changer, an auxiliary source of current normally disconnected from said rails, and means for connecting said auxiliary source ofcurrent With the rails of said section when said nole changer is operated.

In testimony whereof I afliX my signature.

IRA K. JOHNSON. 

